ODDSPOT: Buddhist chant: “Om mani pade hum” (Hail the jewel in the Lotus)NEIL DOWLING tests two Lotuses in Norfolk – one with a clutchless gearbox and the other with a supercharger. Aug 2011
DISCARDING the clutch pedal isn’t new for Lotus.
In the past it dispensed with the third pedal on the Eclat, Elite and Excel. Still, when you’re told the latest Lotus has an automatic gearbox, it’s a bit of a slap from such a dyed-in-the-wool raw-edged car company that for years eschewed foam seat cushions.
But the six-speed automatic actually complements the V6 Evora, the latest and, for now, the biggest Lotus. It arrives in a month or two from new importer Ateco Automotive, which also brings in Ferrari, Maserati and Chery among others. The Evora auto joins the existing six-speed manual and the supercharged Evora S tops the range.VALUE: This is the hard bit. Ateco hasn’t yet released prices. The Evora manual has a price of $139,990 but that will be reduced.
Expect about $120,000 for the Evora, $130,000 for the auto version and about $150,000 for the supercharged manual well into Porsche Cayman territory. Indeed, the problem isn’t with the car — it’s with the rivals. Lotus is an esteemed, if niche, name for buyers seeking something distinctive. But Lotuses have a raw edge that it takes a fan to appreciate.DESIGN: Though pretty, it looks like other coupes — at least it seems that bits and pieces have been borrowed. It is made of fibreglass over a clever, glued and riveted aluminium chassis.
Ateco will bring the Evora in as a 2+2 but the rear seats are close to useless. Even getting into the front seats is very awkward, such is the shape of the door and the rearward placement of the windscreen pillar and door hanger. Rear and rear three-quarter vision is a blight.
But it is stylish and the boot is almost adequate for a weekend away. By yourself.TECHNOLOGY: The aluminium platform, beautiful forged and cast alloy suspension components and the tubular structure are invisible beneath the bodyshell but typify Lotus’s engineering prowess.
The Evora S engine starts off as the Toyota-made 3.5-litre V6 shared with the Aurion, Kluger, RAV4 V6 and so on.
The Australian-made Harrop supercharger bolted on top takes the outputs from 206kW of power and 350Nm of torque to 258kW/400Nm. Harrop says it’s not the same supercharger used on the ill-fated TRD Aurion, despite similar outputs.
The Evora gets hydraulic power steering, fat ventilated and drilled disc brakes from AP and bespoke suspension. The Evora auto — called IPS for Intelligent Precision Shift — uses Toyota’s six-speed automatic with a manual mode selected via paddle shifters.SAFETY: Lotus doesn’t give cars to independent crash testers but it does fit four airbags, electronic stability control, traction control and brake assist.
DRIVING: Not only is the Evora far from the easiest car to get into but it’s also difficult even to work out the erratic remote central locking system. Opening the door without triggering the alarm is a challenge. Once in, it’s quite comfortable with plenty of adjustment in the steering wheel and a snug seat. But visibility is poor. The treatment of the dashboard and cabin is very simple and it’s difficult here to discern where the value is despite the leather, the magnesium steering wheel and the cast-alloy push buttons — most of which are hard to see behind the wheel.
Crank the engine sitting a few centimetres behind your head and the niggles vanish. The IPS uses push-buttons on the centre console to allocate the gear pattern. On full auto it’s a sweet and simple car with plenty of poke on tap.
Flipping the paddles allows engine braking for slow corners and punching out with a mid-corner upchange.
Handling is perfect. The Evora sits flat through bends with excellent steering feedback. You can push it to understeer but only if you drive like a doofus. Road irregularities, however, jostle the wheel in your hands. It’s disconcerting at first but perfectly suits the connection between car and driver.
Ride comfort is far better than expected, capable of soaking up the big bumps while still exhibiting great tautness.
The S, with the the blower boosting bottom-end and mid-range power, is a very flexible machine, covering the 0-100km/h sprint in 4.8 seconds. It is well suited to its manual transmission but, even though it can pull so hard in the mid-range that you get tears in your eyes, the IPS version has a wider appeal.VERDICT: The two new Evoras will live or die on price. It has to tempt safe players from the Cayman and top-end Audi TTs.
The Lotus gives the buyer history, handling and individuality — but it lacks the broad appeal of its rivals.
CROWDED strips of sand and concrete adjoining Trieste’s dazzling Miramare castle are adorned with topless sunbathers soaking up the far-eastern Italian seaside sun.
The beauties are cause for a glance. But they’re eclipsed by a far younger topless model, the latest Maserati convertible with a more potent engine and sports-oriented body details.
Maserati has perfected the art of using subtle changes to appeal to new buyers.
Tweaks to the GranCabrio Sport, however, have turned an attractive convertible into one with more appealing driving characteristics.
VALUE: The GranCabrio Sport is expected in Australia in December and, on likely exchange rates, it will land for less than $350,000.
That’s a premium of about $20,000 on the current and ongoing GranCabrio.
What do you get? There’s a more sporty line of body gear, such as a front splitter, side sills, black grille and headlight surrounds plus 20-inch wheels. The greater value is in the slightly more powerful engine, firmer suspension and an enhancement of the world’s best exhaust note. The modest changes to the body sharpen its street cred and the engine note is certainly headturning. But is this lot worth the extra loot? Maybe not.
DESIGN: The Sport reprises the existing GranCabrio but with the additions mentioned. In honing the model and creating a new, high-priced variant of the convertible, Maserati is gilding the lily.
It seats four people — yes, adults can fit in the back for short trips — and the ride comfort is very good for a car that has been worked over in the suspension department.
It’s equally quiet and comfortable with the electrically operated fabric roof up or down. The boot is small and in the test car, was practically filled by the addition of the fold-out wind deflector.
Cabin treatment is excellent, falling over only in the placement of some switches behind the steering wheel where they are invisible to the driver, and a satnav system that isn’t up to Japanese standards.
TECHNOLOGY: Maserati makes a song and dance out of the extra 8kW and additional 20Nm. More important is the friction-reduction campaign that has reduced fuel consumption and emissions by 6 per cent to 14.5L/100km and 337g/km CO2.
The result is 331kW/510Nm for a 0-100km/h time of 5.2 seconds. That’s a mere 0.1 second faster than the 323kW/490Nm standard version.
The ZF box gets longer steering wheel paddle shifters made of carbon fibre, which is dotted around the interior as a trim material.
The box changes gears twice as fast as the existing model and blips on downshifts. Manual mode will allow the engine to run to the rev limiter.
Suspension springs are 15 per cent stiffer and the dampers are firmer, too. The brake rotors are ventilated, drilled and slotted to minimise fade.
SAFETY: Standard kit includes stability and traction control, six airbags and automatic pop-up roll bars.
DRIVING: The sport button on the dash is the most important control in this car. Press it and, at 2500rpm, baffles within the exhaust pipe twist open and immediately the heads on every passer-by twists on cue.
The sound of the exhaust is hair raising. Outside Trieste, heading north-west towards Italy, roadway tunnels became auditoriums for the moving symphony of the GranCabrio Sports. The coupe plays the same music but with the roof down you can immerse yourself in that mechanical howl.
It weighs 100kg more than the coupe — a good result given the need to stiffen the chassis — but you wouldn’t know it. This is a quick car, made even more so by using the paddle shifters to climb up and down the six-cog box.
The ride is really surprising. I ran over everything from dodgy bitumen on narrow mountain passes to beautiful freeways and never did the car buck through the bends or shake or creak, and occupants remained unfazed by the bumps.
It is excellent but at $350,000, you’d expect as much. The dashboard — in fact the whole car — is very well made and indicative of how far Maserati has come.
VERDICT: It’s clearly Italian with its showy styling, loud exhaust and ability to sprint. Despite its exotic tag, it’s a real pussycat to drive. But the value equation struggles against rivals.
specs
MASERATI GranCabrio Sport
PRICE $345,000 (est)
WARRANTY 3 years/100,00km
RESALE 57 per cent (est)
SERVICE INTERVAL 15,000km/12 months
SAFETY Not available
ENGINE 4.7-litre V8 petrol, 331kW/510Nm
TRANSMISSION 6-speed sequential auto,
rear-wheel drive
BODY:2-door coupe
WEIGHT: 1980kg
THIRST: 14.5L/100km, 98 RON, 337g/km CO2
For Australians spending their own money there’s only one choice: the Mazda3. NEIL DOWLING reports. Nov 2011
“FUN to drive” and “family car” together in the same sentence isn’t something you expect in a car test.
But then the rather conventional Mazda3 isn’t what you expect in a multitude of ways.
It’s the biggest single seller to private buyers in Australia.
In numbers, it was just pipped by the Corolla in 2010 and was soundly beaten by Commodore — but both are buoyed by hefty fleet sales. Mazda has no such fleet advantage.
So why is this seven-year-old car so successful? Because everything about it works. It is the right size, right price, looks good — even the gaping smile of the grille doesn’t dissuade buyers — and has an excellent range of must-have features.
Two of my daughters drive these and I wasn’t involved in the choice. Ask them why and they say they saw them on the road, liked the style and liked the Mazda name. Better, they paid for them without hurting my bank account.
VALUE: Excellent. This is a top car — Carsguide tested the hatch but the sedan is the same price — with an eight-model choice from the $21,300 manual Neo to the $33,575 SP25 Luxury auto. There’s a diesel and a turbocharged petrol model.
The Maxx Sport six-speed manual tested is $26,360 and is a slick drive for those who enjoy a clutch. Add $2000 if you want an auto. This model gets satnav, body kit, Bluetooth, six-disc CD player, cruise control and switches on the steering wheel.
This model is the best in the range in terms of value for money.
DESIGN: Practical, distinctive and, if I’m harsh, a bit nose-heavy. But it’s neat and attractive, especially from the rear, and is the perfect size for every buyer, from a couple and two children, to singles and retirees.
Boot space is very good with fold-down and split rear seats giving the hatch a lot of versatility. However, the spare tyre is a space-saver.
The cabin is simple, has oodles of perceived quality plus ooh-aah features such as the red dash lights at night, the little colourful satnav screen and the “hello’ and “goodbye’ messages on the audio when you switch the car on or off.
A decade or two ago that would be corny. Now it’s cute, personally bonding the little Mazda with its owner.
TECHNOLOGY: There’s not much that really comes out and hits you with a stick. But that’s because one of the Mazda3’s biggest strengths is its simplicity.
The platform goes back to a shared arrangement with Volvo (S40) and Ford (Focus) but each then tweaks suspension and steering to suit their desired markets.
The engine is all Mazda and comes from the same family that propels the Mazda6 and CX-7. It is to be superseded with the Sky-Activ engine later this year but that’s a completely different story.
SAFETY: The best news of all for you or your family is the five-star crash rating of the Mazda3.
It also comes with all the electronic acronyms to help improve your chances of avoiding an accident and, as a last resort, to protect occupants from harm in a collision.
Standard is electronic stability control, six airbags, ABS on four discs and
brake assist.
DRIVING: Behind the wheel this feels like home. Its seating position is damn near spot-on, visibility is good and it never feels cramped. There’s plenty of room for large people.
The “fun to drive” aspect is related to the very good response of the engine, the positive feel of the steering, the comfort and support of the seats and the flat cornering stance.
The engine’s performance is aided by the slick six-speed manual gearbox and the well-spread ratios. So light is the gearchange and the clutch action that drivers now accustomed to an automatic could comfortably make the transition.
Mazda has done work on this second-gen Mazda3 to correct the cabin noise of the previous model. It’s heaps better and on the Maxx Sport has been reduced to match the levels of other cars. Apparently low-profile tyres were the culprits.
VERDICT: Value for money is the theme here.
It’s been around for a while yet Mazda has cleverly refreshed the shape and will continue that in the next model due this year.
The Mazda3 is not only good value but should have strong interest on the second-hand market. It is a difficult new car to overlook.
specs
RESALE: 68 per cent
SERVICE INTERVAL: 15,000km/12 months
EQUIPMENT: 6 airbags, ESC, ABS, EBD, EBA, TC
CRASH RATING: 5 star
ENGINE: 2.0-litre petrol, 108kW/182Nm
TRANSMISSION: 6-speed manual
BODY: 5-door, 5-seat
DIMENSIONS: 4460 (L); 1755mm (W); 1470mm (H); 2640mm (WB)
WEIGHT: 1294kg
VERDICT:
WE LOATHE: Space-saver spare, ubiquity
others to consider
Hyundai i30 2.0SR
Star: 3.5/5
PRICE: $26,590
TRANS: 5-spd manual, front-wheel drive
BODY: 5-door hatch
THIRST: 7.2L/100km, 95 RON, 170g/km CO2
“Well-built hatch — deserved ’07 Carsguide Car of The Year”
Holden Cruze 1.4iTI
Star: 4/5
ENGINE: 1.4-litre, 4-cyl turbo petrol, 103kW/200Nm
TRANS: 6-spd auto, front-wheel drive
BODY: 4-door sedan
THIRST: 6.9L/100km, 95 RON, 153g/km CO2
“Hard to see how this could be better-suited to its purpose”
Golf 90TSI
Star: 4/5
TRANS: 6-spd manual, front-wheel drive
BODY: 5-door hatch
THIRST: 6.4L/100km, 95 RON, 149g/km CO2
“Eco-master 1.4-litre Golf with more than adequate performance”
THE world is catching the bug again. Volkswagen has gone viral, rebounding with a new New Beetle that, despite a silhouette dating from pre-war Germany, is fresh and very unlike its predecessor.
It’s a changed car because it is aimed at all markets, all ages and more pertinent, at both sexes. VW says 66 per cent of previous Beetle buyers were female and now expects a 50:50 split. The outgoing New Beetle was successful, but very specifically in the US market. It was coolly received in Europe in comparison to the Mini.
What is new is that it is now much closer in engineering to the Golf. That immediately makes it a better drive
and allows VW to share components and so reduce
the price.
VALUE: Clearly, VW has Mini in its sights, but the Beetle also fires at Citroen’s DS3 and intrudes into premium Euro coupes such as those from BMW, Audi and Mercedes-Benz. Given European pricing and that of rivals, the Beetle is likely to be $25,000 (1.2-litre) to $42,000 (2.0-litre GTI). The DS3 is about $35,000; the BMW 120i Coupe $53,000; and the Mini Cooper S about $50,000.
But — and it’s a big but — the Beetle is very well equipped (judging by Euro-spec models) and quality of the Mexican-built bubble is almost up to German standards. Letdowns include the dashboard of hard plastic.
DESIGN: Iconic. It’s a total change from the old New Beetle. It grows in length and wheelbase and width and track, but is lower and has a flatter roofline. Things reminiscent of the 20th Century Beetle are subtle but visible — protruding lower sills that look like running boards; big, round headlights (now the only VW with these); no discernible grille; and on the inside, a glovebox styled on the 1960s model (there are actually two gloveboxes) and a sling grip on the door pillars.
There is more room — four adults can fit and the boot is almost three times the size of the older model — and better access, including the now frameless glass on the doors and a wider hatch. The vase for the flower has gone but may return as an option.
TECHNOLOGY: It’s all Golf under the body, with a 50mm slice taken out of the platform. Components are shared across the VW brand and the VW Group. The front-wheel drive gets engines from 1.2-litre to the detuned GTI 2.0-litre turbo engine
with 147kW.
Carsguide only drove the 147kW with the six-speed DSG automatic transmission. Australia may get two petrols and one diesel and maybe miss out completely on a manual transmission. The rear suspension is tuned to the Beetle and is an upgraded version of the Golf unit. Steering is electric-hydraulic.
Crazy but despite all this, the most memorable feature is the subtle sound of the exhaust that has been artificially tuned — by way of a sound amplifier up against the firewall — to resemble the offbeat pulse of the old air-cooled engine.
SAFETY: Volkswagen claims a Euro-NCAP five-star crash rating, six airbags and stability and traction control, following the lead of the Golf.
DRIVING: The driving position immediately feels like the perfection of the Golf. Gone is the enormous distance from the driver to the windscreen of the outgoing model.
The controls fall to hand easier and the instruments and switches are better placed. The engine note is very quiet — better at cruising speed — and when off the throttle, that artificial air-cooled chuff-chuff becomes a muted backdrop. In 147kW guise it’s a quick car.
The six-speed DSG — not seven-speed — can be manually operated by the gearshift. Paddle shifters are optional. The most impressive change is the handling. The wide track — up 63mm at the front and 49mm at the rear — just grips the road so tightly that it feels glued to the bends.
Ride comfort tends to firm. The optional sports suspension felt equally competent through the corners as the standard set-up but choppier over mid-corner bumps.
Wheel choice is critical and the 18-inchers are probably the best for enthusiasts. City drivers wanting more comfort should go for the 17-inch wheels. Visibility is its weak point and park sensors are an advised option, unless they become standard spec.
VERDICT: TIt’s a hard car to fault because it sits in a market segment where buyers forgive function in the name of fashion. But pragmatic buyers may discard style and look at the Golf and see more flexibility and five-door convenience.
specs
PRICE: $25,000-$42,000 (est)
WARRANTY: 3 years/unlimited km
RESALE: 65 per cent (est)
SERVICE INTERVAL: 15,000km/12 months
SAFETY: 5-star Euro NCAP
ENGINE: 2.0-litre, 4-cyl turbo-petrol, 147kW/280Nm
BODY: 3-door hatch
WEIGHT: 1364kg
TRANSMISSION: 6-speed DSG, front-wheel drive
THIRST: 7.7L/100km, 95 RON, 179g/km CO2
“A stronger third breath for an icon”
fast facts
* AUSTRALIA won’t get the Beetle until at least the first half of 2012. In fact, first estimates were late 2012 as China pulls rank. Final specifications and prices listed here are based on European models.
* Australians bought 8725 examples of the previous model, including the Cabrio, since its 2000 launch. It ended production in August but dealers still have stock. The new model is expected to eclipse that figure.
others to consider
Mini Cooper S
PRICE: $43,555
TRANS: 6-speed manual, front-wheel drive
BODY: 3-door hatch
THIRST: 6.3L/100km, 95 RON, C02 146g/km C02
“Unmistakable design. Fascinating interior. Terrific handling”
Citroen DS3 DSport
PRICE: $35,990
TRANS: 6-speed manual, front-wheel drive
BODY: 3-door hatch
THIRST: 6.7L/100km, 95 RON, 155g/km C02
“Smooth French operator is alluring but carries a couple of annoying traits”
TRANS: 6-speed manual, rear-wheel drive
BODY: 2-door coupe
THIRST: 7.9L/100km, 95 RON, 189g/km C02
“Rear-drive works better in more powerful models”
Pulled-back teardrops that look daggers at the road, stare threateningly at other users.
The narrow, swept-back headlights come from the sibling four-door Rapide. The use of these lenses on this the Virage coupe-is the visual DNA that bonds the two latest Aston Martins.
This is the most recent “V” word to wear the Aston badge and though it is undoubtedly a stunning statement in metal, its inclusion in the marque’s range initially seems excessive.
The problem isn’t that there are three similar models in Aston’s tight range but that the Virage is the best.
VALUE: For the price of an apartment, the Virage is excessive.
Compared with other handbuilt exotica on wheels, it’s not bad. You be the judge.
It costs $371,300 – a $17,742 premium over the DB9 and yet a whopping $106,293 cheaper than the DBS grand tourer.
It has carbon-ceramic brake rotors the size of dinner plates, a superior Garmin satnav system that’s easier to use and clearer than Aston’s previous efforts, plus 20-inch wheels and a leather-alcantara cabin.
DESIGN: Beautiful. Nothing is better than this and even though Jaguar gets close, the Aston DB9 styling will wear the sash and crown at any beauty pageant. Pragmatists will argue that it’s a lot of car with a small cabin. Like I care.
Truthfully, there are four seats but unless you are a sadist, the Virage will carry only two people, though perhaps the two deeply dished and leather trimmed indents in the back would suit small children, maybe a dog.
Did I mention it is beautiful?
TECHNOLOGY: I used to favour Aston’s V8 Vantage over the DB9’s V12 because the V8-engined models felt more nimble and needed less correction through corners.
That was then. The 5.9-litre V12 has become silkier and more responsive. Losing the lethargy has changed the dynamics of the car and, in the Virage, accentuates more than ever how accurately this car can be punched into a corner and how balanced it sits on exit.
It packs ZF’s six-speed automatic, its response times heightened by touching the “sport” button and over-riding the gearchanges with the steering wheel-mounted paddles.
I prefer this box to the automated manual in the Vantage S because it is significantly smoother to drive and easier to live with while trawling the traffic lanes.
SAFETY: Only four airbags? For $371,300 (plus on-roads)? No crash safety rating? Are you being ripped off, thrust into an unsafe car that can lay black marks down a road at blinding speeds yet may have the impact protection of a Vespa? Makers of exotica tend not to hand over examples for crash testing so it’s hard to offer a safety benchmark without comparisons. Your call again.
DRIVING: The car has been around for about six years. Any other make and it would be over the hill by now. But the Virage – nee DB9 and DBS – is still freshly styled and competitive in performance and price.
However, I am just not excited by looking at the same dashboard every year.
Perhaps I long for a gearshift to plunge forward and back in tune with various engine screams, rather than politely press acrylic buttons on the upper dashboard. But I will never-never-tire of that eruption when the V12 fires up.
Get over the scary fact that there’s a long bonnet and that curious fellow motorists may want to come closer for a better look and you can quickly become used to the way the Virage cossets the driver.
The seats wrap and warm the body, the steering wheel falls firmly to hand and the magnesium shifters sprouting from behind the steering wheel click audibly at the touch of your fingers. It’s a sensory ride.
Sports car suspension, as in the DBS, is usually abrupt and harshly stabs the kidneys. The Virage is softer, with push-button adjustment from firmish to really firm, depending on your mood, the road, the weather and the condition of your kidneys. Everything about it is pin-sharp – it turns instinctively, reacts instantly to your lightest touch and is always pumping out that rich V12 yowl.
VERDICT: It’s a selfish two-seater made for deserted winding roads. Aston has a few on the boat and they’re all sold-mostly at the expense of the DBS, which may be too hard-core for city driving.
This is Aston’s big-coupe future. More than other stablemates, it follows the owner-friendly line of the Rapide.
specs
Aston Martin Virage
PRICE: $371,300
WARRANTY: 3 years/ 100,000km
RESALE: 64 per cent
SERVICE INTERVAL: 12 months or 15,000km
ECONOMY: 15.5L/100km; 367g/km CO2
SAFETY: 4 airbags, ESC, ABS, EBD, EBA, TC
ENGINE: 5.9-litre V12 petrol, 365kW/570Nm
TRANSMISSION: 6-speed automatic
BODY: 2-door, 2+2 seats
A fresh Elantra enters the small-car battlefield. NEIL DOWLING attends its debut. July, 2011
Taking the first corner in the latest Hyundai Elantra small sedan — one of four models due before Christmas — shows that the company is subtly turning to a new direction.
Less than a year since criticism — notably from motoring writers, not customers — about the vague steering and suspension of the i45 flagship sedan, Hyundai has unwrapped a surprise. The result: the Elantra is a taut, predictable and even a fun car to push through winding roads.
VALUE: Prices start at $20,590 for the Active six-speed manual (automatic adds $2000), $25,590 for the mid-spec Elite automatic and $28,990 for the top-shelf Premium automatic.
The only option is mica-metallic paint at $375. It’s priced right against its rivals, the Holden Cruze, Mazda3 and VW Golf . Look closely and it is is line-ball in so many ways with the Mazda3.
Is it as good? Yes.
DESIGN: The shape follows Hyundai’s “fluidic sculpture” style and this can be hit and miss. It overpowers the wheels in the stablemate ix35 SUV, making them appear too small, but works well in the Elantra.
Where the bigger i45 sedan looks a tad stretched, the flowing lines and creases really suit the Elantra.
TECHNOLOGY: The Elantra appeals to i30 hatch buyers who want a boot. But though the two cars are in the same category, the Elantra’s platform is new and not shared with the i30. There is only one engine, also new.
The steering is electric-assist and, as in most of its rivals, the Elantra gets MacPherson strut suspension at the front and a torsion beam at the rear.
SAFETY: ANCAP has flung the Elantra into concrete walls and power poles. It earned a five-star crash rating. There are six airbags and an electronic chassis module called VDM that incorporates anti-lock brakes with electric stability control, brakeforce distribution and brake assist.
DRIVING: It’s a small car but the styling makes it look long and low. The cabin is quite accommodating, with enough leg and head room.
Short shifts and a light clutch make the six-speed manual easy to drive. The engine also feels perkier with this transmission and able to draw out more engine response. But the six-speed sequential auto is no slouch and in most cases better suits the car’s likely urban life.
The engine is predictable and linear in its power delivery but will leave some motorists wanting more. But there’s no disputing the Elantra’s ability to hang on through the corners.
VERDICT: The Elantra seats four adults with good rear seat room, has a big boot that includes a full-size spare wheel, a features list that is extensive in comparison with some rivals, and has a great price list and a warranty you can’t ignore.
specs
HYUNDAI ELANTRA
PRICE $20,590-$28,990
WARRANTY 5 years/unlimited km
RESALE not available
SERVICE INTERVAL12 months/15,000km
SAFETY 5-star ANCAP
ENGINE 1.8-litre, 4-cyl petrol, 110kW/178Nm
TRANSMISSION 6-speed manual or auto, front-wheel drive
BODY 4-door sedan
WEIGHT 1277kg
THIRST 6.6L/100km, 91 RON, 158g/km CO2
“Hyundai’s game-changer makes good sense for city and suburbs”
others to consider
VW GOLF 90TSI **** 1/2
ENGINE 1.4-litre, 4-cyl turbo petrol, 90kW/200Nm
TRANS 6-speed manual, front-wheel drive
BODY 5-door hatch
THIRST 6.4L/100km, 95 RON, 149g/km CO2
price $24,990
MAZDA3 NEO
ENGINE 2.0-litre, 4-cyl petrol, 108kW/182Nm
TRANS 6-speed manual, front-wheel drive
BODY 4-door sedan
THIRST 7.9L/100km, 95 RON, 187g/km CO2
price $21,330
HOLDEN CRUZE CD
ENGINE 1.8-litre, 4-cyl petrol, 104kW/176Nm
TRANS 5-speed manual, front-wheel drive
BODY 4-door sedan
THIRST 7.0L/100km, 95 RON, 166g/km CO2
price $20,990
ST-X 550
Price: $60,990VALUE: This is the top-of-the-line Navara. The 550 flicks the 2.5-litre turbo diesel four in favour of Renault’s 3.0-litre V6 diesel with 170kW/550Nm. It’s mated this to a seven-speed sequential auto and electric part-time 4WD system with low range. Features include a six-speaker, six-CD audio with Bluetooth and dual-zone airconditioning. Star: 4/5TECHNOLOGY: This is the first showing of the V6 in a 4WD but maybe not the last. That, and the seven-speed auto, are the techno highlights. The rest is, like the VW, purposefully conventional to remain rugged, durable and together over the rough stuff. This and the Amarok have nearidentical coil-over suspension. Star: 4/5
DESIGN: Unlike the Amarok, the Navara doesn’t win many hearts. It looks old-fashioned. But the dashboard is easier to use than the VW’s and the steering wheel controls are excellent. Seating is reasonable at the front but the cramped position in the back is poor. VW is a lot better here. The lockable ute lid is a great idea. Star: 3/5
Price: $58,490
Volkswagen – 19pts
THE Audi A1 Sport is priced hard up against the Mini Cooper S Chilli but Audi claims its hatch is faster and more fuel efficient. Let the battle begin.
“Sport” says it all — a higher-performance model that uses all the strengths of the seven-month-old A1 with the oomph nicked from parent company Volkswagen.
But it’s too crude and not entirely accurate to say that the A1 Sport is just a more luxurious and expensive version of the VW Polo. Yes, they share a platform and the basic drivetrain. But they drive very differently.
VALUE: Compare the $27,790 three-door Polo GTI with the three-door A1 Sport at $42,500 and you’d feel dudded at the traffic lights. But they’re not the same car. Buy the VW and you don’t get the Audi’s level of equipment, finish and styling, though the options list is extensive and expensive. Even the colour-contrasting roof arch — the design highlight — is an extra $720. LED daytime lights, rear park sensors, 17-inch alloys, Bluetooth with voice control and climate control airconditioning are standard. Satnav adds $3600.
DESIGN: Built like a bubble and with extremely short overhangs, the A1 is blunt, efficient and perfectly packaged for cities. It seats four — though it gets a bit tight in the back — and has great luggage space thanks to its flexible seating.
TECHNOLOGY: The Polo’s turbocharged and supercharged 1.4-litre small-squirt four gets an extra 4kW in the Audi (now 136kW) and its weight is down to 1190kg (Polo is 1189kg).
The engine is sublime. In the Audi, it feels quieter and less frenetic, possibly due to extra sound deadening, but certainly has more than enough go. Only the seven-speed S-tronic twin clutch auto is available, with paddle shifters optional. Better yet is the compliant ride. It’s vastly better than the harsh Mini. The latter will probably hang on longer in fast corners but the truth is my days of fanging are over and many motorists want comfort.
SAFETY: It’s an Audi and everything is top-shelf occupant protection and active safety: six airbags, all the electronic aids and lap-sash belts for everyone.
Brakes are brilliant but the rear discs are tiny — seemingly the size of a foil meat pie tray — and don’t radiate confidence. In fact, they’re over-engineered and pull the car up really well.
DRIVING: Audi laid out a track at an airport for a fang and that showed the Sport has off-the-mark sparkle and great cornering. Given that most of us live in cities, of more interest is how the car handles poor road surfaces and dodgy motorists. The trick here is to make a car that is compact for negotiating narrow roads and squeezing into parking spots, yet has great visibility and yet feels effortless to drive.
As the Audi A1 Sport targets the novice premium buyer, it has to deliver all this with comfort, quietness and a sense that the car has better than premium-class quality. The A1 delivers on all counts.
It is surprisingly quick off the mark, hitting 100km/h in 6.9 seconds compared with the Cooper S’s 7.2, but it’s the agile chassis that makes it a delight to drive.
I drove the Skoda Fabia RS in its homeland recently and noted it shares the Polo GTI innards. Yet the Fabia didn’t have the Polo’s skittish manners through corners. It felt more connected with the bitumen.
The A1 Sport is better again.
VERDICT: I prefer to fang the Cooper S but prefer the comfort and quality of the Audi. I’m a simple person so the Audi’s dashboard is more logical to comprehend. Audi has improved on the Polo GTI’s cues. Is the A1 Sport a better car? Not necessarily. It attracts a different buyer, one seeking a premium hatch who is unlikely to consider a Polo.
specs
Audi A1 1.4 Sport
PRICE from $42,500
WARRANTY 3 years/unlimited km, roadside assist
RESALE 68 per cent (est)
SERVICE INTERVAL 12 months/15,000km
SAFETY 5-star Euro NCAP
ENGINE 1.4-litre, 4-cyl turbo petrol, 136kW/250Nm
TRANSMISSION 7-speed DSG auto, front-wheel drive
BODY 3-door hatch
THIRST 5.9L/100km, 98 RON, 139g/km CO2
“Angry baby Audi for those who like to blend power with luxury”
—– OTHERS TO CONSIDER —–
VW Polo GTI
price $27,790
ENGINE 1.4-litre, 4-cyl petrol, turbo and supercharged, 132kW/250Nm
TRANS 7-speed DSG auto, front-wheel drive
BODY 3-door hatch
THIRST 6.1L/100km, 95 RON, CO2 142g/km
“A budget-priced fireball . . . Love it”
Clio Renault Sport 200
price$36,490
ENGINE 2.0-litre, 4-cyl, petrol, 147kW/215Nm
TRANS 6-speed manual, front-wheel drive
BODY 3-door hatch
THIRST 8.2L/100km, 98 RON, CO2 195g/km
“Look ma, no turbo — and it doesn’t need one”
Mini Cooper S
price$43,555
ENGINE 1.6-litre, 4-cyl, petrol turbo, 135kW/240Nm
TRANS 6-speed manual, front-wheel drive
BODY 3-door hatch
THIRST 6.3L/100km, 95 RON, C02 146g/km
“Unmistakable design. Fascinating interior. Firm but unyielding handling”
Here’s two of the class-leading, customer-focused and segment-winning diesel SUVs in a showroom battle. NEIL DOWLING referees.
MAZDA CX-5 MAXX SPORT
Price: $39,040
Star: 4
VALUE: The CX-5’s pricing fits the market and 1400 sales a month shows Mazda has got it right. The Maxx Sport is the best deal, though CX-5s start at $27,800 for a 2WD petrol (there’s no diesel 2WD yet) and climb to $46,200 for the diesel Grand Touring. Rivals are numerous and hungry but Mazda’s strong name and the Maxx Sport’s standard gear – sat-nav, rear camera, keyless entry/start and fuel-cheating stop-start system – keeps most at bay.
Star: 4
DESIGN: Mazda replicates the Mazda3 hatch shape and wins with a compact wagon with excellent cabin room. The grille could be a lot prettier but the rest of the shape is functionally attractive. Cabin treatment is a bit dark and gloomy but dash switchgear and instrumentation are spot on. But it is quite plasticy and that diminishes the presumed quality.
Star: 3.5
TECHNOLOGY: SkyActiv technology promises fuel efficiency and better driving dynamics and it works. There’s trade-off in the petrol CX-5 with doughy engine response but the 129kW/420Nm bi-turbocharged diesel is a more engaging performer that gets a commendable 5.7 L/100km. There’s also a six-speed auto and all-wheel drive.
Star: 4
SAFETY: This is a five-star wagon with all the necessary safety gear enhanced with a rear camera, tyre pressure monitor, six airbags, emergency-stop signal, stability control, brake assist and a hill holder. The spare is rated as a temporary but works like a full-size.
Star: 4
DRIVING: Diesel engine is lively compared with petrol CX-5 but doesn’t sparkle like the Sportage. Gearshifts are a bit bumpy – the quick lock-up saves fuel – and the stop-start system becomes annoying in traffic. Engine delivery is linear and strong and fuel economy is impressive. Ride comfort is good – the cloth seats feel more comfortable than leather – though there is some low-speed suspension thump. Handling is very good but the Sportage is more confident through the corners.
Star: 3.5
KIA SPORTAGE PLATINUM
Price: $39,720
Star: 4
VALUE: Platinum may be a bit opulent in spec but shows good value. Kia adds leather, sunroof, privacy glass and 18-inch alloys over the CX-5 but loses stop-start and a tyre pressure monitor. The five-year warranty is a big attraction as is Kia’s upcoming fixed service charges. Better value is the SLi version at $35,720 though budget motorists can opt for the 2WD petrol at $26,720.
Star: 4
DESIGN: This is one of the Sportage’s highlights. It’s distinctive narrow-profile side glass, abrupt tail and cling-wrapped grille make it look purposeful yet compact. It’s similar inside dimensions to the CX-5 but lifts the game with leather, an involving and interesting dash (though still in basic black) and excellent seat position. The heavy C-pillars hurt rear-side visibility.
Star: 4
TECHNOLOGY: Simple stuff here with a 135kW/392Nm single-turbo 2-litre diesel that’s up a bit on power but converse on torque compared with the CX-5. Performance is similar. The 7.5 L/100km is a good figure but Mazda has changed the benchmark. Kia has six-speed auto, all-wheel drive and 4WD Lock.
Star: 3.5
SAFETY: In line with the Mazda – a five-star crash rating, six airbags, stability control, rear camera, hill holder, brake assist and auto headlights and wipers – but adds rear park sensors. Doesn’t have the CX5’s tyre pressure monitor but has a fully-rated alloy spare wheel.
Star: 4
DRIVING: Diesel engine is more noticeable than Mazda at idle but quickly settles to be on par. Acceleration and pedal response feels more lively but side by side there wouldn’t be much in the performance differences. But the Kia steers better and feels more composed through corners. It feels more sporty and better planted on the road. Ride comfort is similar though tyre noise on coarse bitumen is slightly more noticeable than the Mazda – probably due to the 18-inch low-profile rubber.
Star: 4
VERDICT: Two things here – when did you last see a Japanese car priced lower than a similarly-equipped Korean car? It’s extremely difficult to find a winner here because it’s up to you. I prefer the Kia because it’s edgier styling, has more equipment and a long warranty, though the Mazda’s fuel economy is a big drawcard.
Mazda: 19pts
Kia: 19.5pts
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